JP4865922B1 - Driving information calculation device, navigation system, and driving information calculation method - Google Patents

Abstract

Travel information collected from a vehicle is used more effectively.
A travel information calculation device includes a travel information acquisition unit that acquires travel information including a measurement position and a measurement time of an automobile from an on-vehicle device mounted on the automobile via a network, and one side. The travel information specifying unit 110 that specifies the travel information of the vehicle that has entered the inter-intersection link from the vehicle, and the travel distance calculation that specifies the link between the intersections that stopped next after the vehicle entered the inter-intersection link from the specified travel information 112, a recommended vehicle identification unit 118 that identifies the vehicle farthest from the cross-intersection link where the vehicle has entered, and uses the identified vehicle NS speed as the recommended NS speed, and a recommended NS speed. And a support information generation unit 106 that generates driving support information based on the above.
[Selection] Figure 4

Description

  The present invention relates to a travel information calculation device, a navigation system, and a travel information calculation method, and more particularly to a travel information calculation technique for collecting and processing travel information from a vehicle.

  If a car traveling on a road can travel continuously without being stopped by a traffic signal (hereinafter simply referred to as a traffic light), the fuel efficiency of the car will be significantly improved. This is because a relatively large amount of fuel is required to stop and start the automobile.

  Therefore, first of all, it is conceivable to acquire and use the cycle of the traffic light directly from the traffic light (for example, see Patent Document 1). However, this method is not realistic. This is because, at present, no mechanism has been established for transmitting the cycle of the traffic light from each traffic light to the vehicle. Although there is currently a movement to develop such a mechanism for research purposes, etc., it is unlikely that such a mechanism will be attached to all the traffic signals throughout the country, and even if it is realized, it will take a considerable amount of time. Will.

  Another possible solution is to gather information from the moving car and estimate the traffic light cycle. For example, in Patent Document 2, the flow in which each vehicle in a train that stops in front of a traffic light starts with a green light or stops with a red traffic light is considered as a flow of dense waves of traffic flow. A method for estimating the switching time is disclosed.

JP 2008-296798 A JP 2009-116508 A

  In the method disclosed in Patent Document 2, it is necessary to measure the moving distance of the vehicle in the vicinity of the intersection with relatively high accuracy, and therefore, it is necessary to position the vehicle relatively accurately. Although the accuracy of positioning systems such as GPS (Global Positioning System) for identifying the position of a vehicle has been improving year by year, there are still those that can provide high accuracy as required by the technique disclosed in Patent Document 2. Few. Therefore, in the method disclosed in Patent Document 2, it is not possible to collect quality and quantity data necessary for estimation, or there is a possibility that it takes time to collect the data.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a navigation technique capable of generating information for supporting driving by more effectively using travel information collected from a vehicle.

  One embodiment of the present invention relates to a travel information calculation device. The travel information calculation device is acquired by a travel information acquisition unit that acquires travel information including a measured position and measurement time of a vehicle from a communication device mounted on the vehicle via a network, and a travel information acquisition unit. Based on the travel information, the vehicle that entered from the first traffic light side to the inter-intersection link defined as the road part between the first traffic light and the next second traffic light stops the next second traffic light A speed calculation unit that calculates a non-stop speed that is a speed that can be passed without receiving an instruction, and a support information generation unit that generates driving support information based on the non-stop speed calculated by the speed calculation unit .

  According to this aspect, the non-stop speed can be effectively utilized at the destination of driving support information.

  Another aspect of the present invention is a navigation system. The navigation system transmits driving information including a measured position of a vehicle and a measurement time via a network, a communication device mounted on the vehicle, and driving assistance based on the driving information transmitted by the communication device. A travel information calculation device that generates information. The travel information computing device enters from the first traffic light side into the inter-intersection link defined as the road portion between the first traffic light and the next second traffic light based on the travel information transmitted by the communication device. The non-stop speed, which is the speed at which the vehicle that has passed through the next second traffic light without passing the stop instruction, is calculated. The communication device generates route information for car navigation based on the non-stop speed calculated by the travel information calculation device.

  It should be noted that any combination of the above-described constituent elements, or those obtained by replacing the constituent elements and expressions of the present invention with each other between apparatuses, methods, systems, computer programs, recording media storing computer programs, and the like are also included in the present invention. It is effective as an embodiment of

  ADVANTAGE OF THE INVENTION According to this invention, the driving | operation information collected from a vehicle can be utilized more effectively, and the information which assists a driving | operation can be produced | generated.

It is a mimetic diagram showing composition of a car navigation system provided with a run information operation device concerning an embodiment. It is explanatory drawing for demonstrating driving | running | working information. It is explanatory drawing for demonstrating selection of a recommendation NS speed | rate. It is a block diagram which shows the function and structure of the driving | running | working information calculating apparatus which concern on embodiment. It is a data structure figure which shows an example of the driving | running | working information holding part of FIG. It is explanatory drawing for demonstrating the specific process of the driving information in the driving information specific | specification part of FIG. It is a flowchart which shows an example of a series of processes in the stop detection part of FIG. It is a data structure figure which shows an example of the NS speed holding | maintenance part of FIG. FIG. 5 is a data structure diagram illustrating an example of a recommended NS speed holding unit in FIG. 4. It is explanatory drawing for demonstrating the production | generation process of NS route in the route production | generation part of FIG. It is a flowchart which shows an example of a series of processes in the car navigation system of FIG.

  The present invention will be described below based on preferred embodiments with reference to the drawings. The same or equivalent components, members, and processes shown in the drawings are denoted by the same reference numerals, and repeated descriptions are omitted as appropriate.

  FIG. 1 is a schematic diagram illustrating a configuration of a car navigation system 2 including a travel information calculation device 100 according to an embodiment. The car navigation system 2 includes vehicle-mounted devices 12 and 16 mounted on vehicles such as automobiles 10 and 14, and a travel information calculation device 100 according to the embodiment, which are provided by a network 20 such as the Internet and a base station 18. Are connected to each other.

  The vehicle-mounted devices 12 and 16 are measured positions (hereinafter referred to as measurement positions) of the automobiles 10 and 14 on which they are mounted using a positioning system such as GPS, and the times when the measurements are performed. Get the measurement time. This measurement position may be represented by an arbitrary coordinate system, for example, represented by latitude and longitude. The vehicle-mounted devices 12 and 16 generate travel information including the vehicle ID, the measurement position, and the measurement time for identifying the automobiles 10 and 14 in which the on-vehicle devices 12 and 16 are mounted, and the generated travel information is transmitted to the base station 18 and the network 20. To the travel information computing device 100. From this viewpoint, it can be said that the vehicle-mounted devices 12 and 16 are communication devices that transmit travel information. Moreover, acquisition of a measurement position and measurement time, and transmission of traveling information are performed at predetermined time intervals, for example, at intervals of 4 seconds. The travel information computing device 100 receives and holds the travel information transmitted in this way.

  The vehicle-mounted devices 12 and 16 also transmit a route request for requesting route guidance including the position of the departure point, the position of the destination, and the departure time to the travel information calculation device 100 via the base station 18 and the network 20. The vehicle-mounted devices 12 and 16 receive route information generated by the travel information computing device 100 in response to the route request via the network 20 and the base station 18. The vehicle-mounted devices 12 and 16 display a navigation screen based on the received route information on a display (not shown).

  The base station 18 is provided in a building or the like near the road, and communicates with the vehicle-mounted devices 12 and 16 by radio. The base station 18 transmits information received from the vehicle-mounted devices 12 and 16 to the network 20, and transmits information transmitted from the network 20 to the vehicle-mounted devices 12 and 16 to the vehicle-mounted devices 12 and 16. The network 20 is connected to the base station 18 and the travel information calculation device 100.

  FIG. 2 is an explanatory diagram for explaining travel information. The up and down direction in FIG. 2 is, for example, the north-south direction, and seven two-lane roads 22a, 22b, 22c, 22d, 22e, 22f, and 22g are provided along this direction. The left-right direction in FIG. 2 is, for example, the east-west direction, and four two-lane roads 24a, 24b, 24c, 24d are provided along this direction. At each of the intersections between the two-lane road in the north-south direction and the two-lane road in the east-west direction, two traffic lights are provided in total, two for the two-lane road in the north-south direction and two for the two-lane road in the east-west direction.

  Here, it is assumed that the automobile 10 passes through the links L1, L2, L3, L4, L5, L6, L7, L8, and L9 in this order, and the vehicle-mounted device 12 of the automobile 10 transmits the traveling information during that time. A gray circle in FIG. 2 represents a measurement position included in the travel information transmitted from the vehicle-mounted device 12. In this embodiment, an inter-intersection link is defined as a road portion between a certain traffic light and the next traffic light.

  In general, the accuracy of positioning by GPS is coarse compared to the width of the road, and therefore the automobile 10 actually runs on the road, but the measurement position is often slightly off the road. In particular, when there are buildings around, the measurement position may deviate greatly from the road (for example, circle 26 in FIG. 2). The travel information calculation apparatus 100 may process the received travel information using a known map matching technique that estimates an accurate position from information on a known road map and a trajectory before and after a car. As a result of the map matching, for example, the measurement position indicated by the circle 26 is corrected to the position indicated by the circle 28.

  Assume that the automobile 10 stops at a red light at an intersection K1 where the inter-intersection link L1 and the inter-intersection link L2 intersect, and an intersection K2 where the inter-intersection link L7 and the inter-intersection link L8 intersect. Then, as shown in FIG. 2, the measurement positions around the intersection K1 and the intersection K2 are detected together within the position ranges 30 and 32 having a predetermined size. Note that due to the coarse accuracy of GPS, even if the automobile 10 is actually stopped, the measurement positions are dispersed around the actual stop position.

  In this embodiment, the size of the position range is set based on the assumed GPS accuracy. The driving information calculation device 100 determines that the automobile is stopped within the position range when a predetermined number or more of measurement positions are subsequently detected within the position range of the size. Thereby, the stop of the automobile can be determined sufficiently accurately even in consideration of the coarse accuracy of GPS.

  Anyone who drives a car will have been able to unexpectedly pass through many intersections non-stop. Usually, even if you have such experience, you just think you were lucky, but the present inventor passed the intersection non-stop by counting and analyzing many such “lucky” events. It has been conceived that the driver can be provided with a speed that is highly possible (hereinafter referred to as a recommended NS speed).

  FIG. 3 is an explanatory diagram for explaining selection of a recommended NS speed. Inter-intersection link ID is an ID that identifies an inter-intersection link, and vehicle ID is an ID that identifies an automobile. Inter-intersection link IDs “A”, “B”, “C”, “D”, “E”, “F”, “G”, “H” are all identified by the same road type. And connected in this order. A traffic light is provided at an intersection that connects links between adjacent intersections.

  A car identified by each of the vehicle IDs “1”, “2”, “3”, “4”, “5”, “6”, “7” is a certain day of the month or a certain day, for example, Tuesday At 15:00:00 on the other side of the start-to-intersection link, the vehicle has entered the start-to-intersection link identified by the cross-intersection link ID “A”. That is, it is a car that has passed without being stopped by a red light. An inter-intersection link specified by an inter-intersection link ID “B” is connected to the other side of the start inter-intersection link. More precisely, the seven automobiles are automobiles within a predetermined time range centered on a certain time (hereinafter referred to as the entry time) when the vehicle enters the link between the start intersections from one side. .

  Moreover, about the said 7 cars, the link between intersections which passed just before the link between start intersections belongs to the same road classification as the link between start intersections. In other words, when the cross-intersection link that passes immediately before the start cross-intersection link belongs to a road type different from that of the start cross-intersection link, the travel information about the vehicle is not used in the calculation for the start cross-link. This is due to the following reason. In general, the way of controlling traffic lights differs when the type of road such as a national road, a prefectural road, and a municipal road differs. Therefore, the tendency of the recommended NS speed is also different. Therefore, in this embodiment, the change of the road type is regarded as a stop of the car, and the data before and after the change of the road type is discarded. This can provide a recommended NS speed that is more likely to be able to pass through the intersection non-stop.

  In the table of FIG. 3, the numerical value shown at the intersection of the row of vehicle IDs and the column of the link IDs between intersections is the speed at which the vehicle specified by the vehicle ID travels through the link between the intersections specified by the link ID between the intersections. Is calculated in units of km / hour. This calculated value is calculated from the travel information acquired by the travel information calculation device 100. “Stopped” indicates that the car has stopped at the link between the intersections. Hereinafter, the link between the intersections where the automobile has stopped is referred to as a stop-intersection link. In addition to stopping due to a red light, when a car enters an inter-intersection link belonging to another road type by turning right or left after the inter-intersection link, the car is considered to have stopped at the inter-intersection link.

In this embodiment, when a vehicle enters the link between the intersections from one side and passes through the traffic lights on the other side without being stopped by a red light, the speed of the vehicle on the link between the intersections is set to the non-stop speed ( NS speed). The travel information computing device 100 computes the speed at each inter-intersection link from the start inter-intersection link to the inter-intersection link two previous to the stop inter-intersection link for each of the seven automobiles. Adopted as NS speed. In FIG. 3, the speeds colored in gray are the NS speeds employed.
Here, the speed of the link between the stop intersections and the link between the intersections just before is not adopted as the NS speed. This is because it is assumed that the vehicle would not have stopped due to a red light or the like if the vehicle was traveling at the optimum speed on the link between the previous intersections.

  In the selection of the recommended NS speed, the travel information calculation device 100 first calculates the distance until the vehicle stops after the vehicle enters the link between the start intersections for the seven vehicles. For example, the travel information computing device 100 specifies a link between stop intersections. That is, in the example of FIG. 3, “D”, “ID” as the stop intersection link ID for each of the vehicle IDs “1”, “2”, “3”, “4”, “5”, “6”, “7”. “C”, “E”, “F”, “C”, “D”, “H” are specified.

  Then, the travel information calculation device 100 identifies the automobile having the largest calculated distance. For example, the travel information computing device 100 identifies a car that has stopped at an inter-intersection link farthest from the start inter-intersection link. In other words, in the example of FIG. 3, the stop intersection links specified by the stop intersection link IDs “D”, “C”, “E”, “F”, “C”, “D”, “H” are started. The link between the stop intersections farthest from the link between the intersections (link ID “H” between the stop intersections) is specified, and the vehicle ID “7” corresponding to the link ID “H” between the stop intersections is specified.

  Then, the travel information computing device 100 selects the NS speed at each inter-intersection link from the start inter-intersection link to the inter-intersection link immediately before the stop inter-intersection link as the recommended NS speed. The travel information computing device 100 holds the recommended NS speed in each inter-intersection link in association with the start inter-intersection link and the entry time.

  The travel information computing device 100 is selected as described above for a car that enters the inter-intersection link identified by the inter-intersection link “A” at 15:00 on Tuesday at 15:00. Provides NS speed. In the example of FIG. 3, the intersection link “A” is 40 km / hour, the intersection link “B” is 40 km / hour, the intersection link “C” is 45 km / hour, the intersection link “D” is 40 km / hour, the intersection. 45 km / hour for the inter-link “E” and 50 km / hour for the inter-intersection link “F”. When a driver of an automobile that has been provided with such a recommended NS speed travels according to the recommended NS speed, there is a possibility that more intersections can be passed non-stop like the automobile specified by the vehicle ID “7”. high.

  FIG. 4 is a block diagram illustrating functions and configurations of the travel information computing device 100 according to the embodiment. Each block shown here can be realized by hardware such as a computer (CPU) (central processing unit) and other elements and mechanical devices, and software can be realized by a computer program or the like. Here, The functional block realized by those cooperation is drawn. Therefore, it is understood by those skilled in the art who have touched this specification that these functional blocks can be realized in various forms by a combination of hardware and software.

  The travel information calculation device 100 includes a travel information acquisition unit 102, a recommended NS speed calculation unit 104, a support information generation unit 106, a recommended NS speed holding unit 108, a map information holding unit 114, and a driving information holding unit 116. NS speed holding unit 138.

  The map information holding unit 114 holds given road map information, and holds, for example, a traffic signal ID that specifies the position and length of the link between intersections and a traffic signal, and the position of the traffic signal. The map information holding unit 114 may hold information obtained from, for example, a digital road map database provided by the Japan Digital Road Map Association.

  The travel information acquisition unit 102 acquires travel information from the vehicle-mounted device mounted on the automobile via the network 20 and registers the travel information in the travel information holding unit 116. The travel information acquisition unit 102 includes a travel information reception unit 128, a map matching unit 130, and a travel information registration unit 132.

The travel information receiving unit 128 receives travel information from the network 20.
The map matching unit 130 extracts the measurement position from the travel information received by the travel information receiving unit 128. The map matching unit 130 performs map matching processing on the extracted measurement position with reference to the map information holding unit 114.
The travel information registration unit 132 registers travel information including the measurement position subjected to the map matching process by the map matching unit 130 in the travel information holding unit 116.

  FIG. 5 is a data structure diagram illustrating an example of the travel information holding unit 116. The travel information holding unit 116 holds the vehicle ID included in the travel information, the measurement time, and the latitude and longitude as the measurement position in association with each other.

  Returning to FIG. 4, the recommended NS speed calculation unit 104 calculates a recommended NS speed from the travel information held in the travel information holding unit 116 and registers the recommended NS speed in the recommended NS speed holding unit 108. The recommended NS speed calculation unit 104 calculates a recommended NS speed for a vehicle that enters an inter-intersection link at a certain entry time for a predetermined period, for example, every day of the week, and calculates this calculation for all entry times to be calculated. Repeat for all cross-intersection links. The recommended NS speed calculation unit 104 includes a travel information identification unit 110, a travel distance calculation unit 112, and a recommended automobile identification unit 118.

  The travel information specifying unit 110 selects a day of the week, an entry time, and an inter-intersection link. Hereinafter, these are referred to as a selected day of the week, a selected approach time, and a link between selected intersections. Further, the travel information specifying unit 110 selects the direction of entry for the link between the selected intersections. Hereinafter, this is referred to as a selective approach direction. For example, when the travel information specifying unit 110 receives an instruction to update the recommended NS speed holding unit 108 from the administrator of the travel information computing device 100, the travel information specifying unit 110 is a computation target (day of the week, approach time, cross-intersection link, approach direction). ) To select one set. The recommended NS speed calculation unit 104 calculates and registers the recommended NS speed for the selected group, and then the travel information specifying unit 110 selects another one of the groups that are the calculation target. As described above, the travel information specifying unit 110 selects the groups one by one until the recommended NS speed is calculated for all the groups to be calculated.

  The travel information specifying unit 110 specifies the travel information of the car that has entered the selected intersection link in the selected approach direction from the travel information held in the travel information holding unit 116 at the selected approach time on the selected day of the week. More specifically, the travel information identification unit 110 acquires the position of the traffic signal on the side corresponding to the selected approach direction of the link between the selected intersections (hereinafter referred to as an approach traffic signal) with reference to the map information holding unit 114. The travel information specifying unit 110 sets a vehicle specifying position range having a predetermined size centered on the position of the approach signal. The travel information specifying unit 110 extracts from the travel information holding unit 116 travel information that falls within the vehicle specifying position range in which the measurement position is set. The travel information specifying unit 110 sets a predetermined vehicle specifying time range centered on the selected approach time. The travel information specifying unit 110 specifies the travel information that falls within the vehicle specifying time range in which the measurement time is set, from the extracted travel information. The travel information identification unit 110 identifies a vehicle ID included in the identified travel information as a candidate vehicle ID.

  When the candidate vehicle ID is specified, the travel information specifying unit 110 sets a speed calculation position range that is wider than the vehicle specifying position range centered on the position of the approach signal, and the vehicle specifying time centered on the selected approach time. A speed calculation time range wider than the range is set. The travel information specifying unit 110 extracts, from the travel information holding unit 116, travel information for which each of the identified candidate vehicle IDs has a measurement position within the speed calculation position range and a measurement time within the speed calculation time range. .

  Note that the travel information specifying unit 110 is configured so that the travel information extracted for the candidate vehicle ID passes between the intersections that the vehicle specified by the road attribute of the link between the selected intersections and the vehicle specified by the candidate vehicle ID passes immediately before entering the link between the selected intersections. When it is shown that the road attribute of the link is different, the candidate vehicle ID and the travel information extracted for the candidate vehicle ID may be discarded.

  FIG. 6 is an explanatory diagram for explaining the travel information specifying process in the travel information specifying unit 110. 6 is, for example, a north-south direction, and four two-lane roads 40a, 40b, 40c, and 40d are provided along this direction. 6 is, for example, the east-west direction, and a single two-lane road 42 is provided along this direction. At each of the intersections between the two-lane road in the north-south direction and the two-lane road in the east-west direction, two traffic lights are provided in total, two for the two-lane road in the north-south direction and two for the two-lane road in the east-west direction. The hollow circle in FIG. 6 represents the measurement position included in the travel information transmitted from the vehicle-mounted device of the car A, and the gray circle represents the measurement position included in the travel information transmitted from the vehicle-mounted device of the car B. The black circle represents the measurement position included in the travel information transmitted from the vehicle-mounted device of the automobile C. In FIG. 6, the first measurement position 44 of the car A, the first measurement position 46 of the car B, and the first measurement position 48 of the car C are all measured at the measurement time “Wednesday, March 30, 2011 15:02:30”. It is assumed that the travel information transmission interval is 4 seconds.

  It is assumed that the selected day of the week “Wednesday”, the selected approach time “15:02:40”, the selected intersection link “L38”, and the selected approach direction “eastward” are selected by the travel information specifying unit 110. The traveling information specifying unit 110 is a vehicle specifying position range having a size of about 10 m centering on a position 90 of an approach signal provided at the intersection K3 between the two-lane road 40a in the north-south direction and the two-lane road 42 in the east-west direction. 92 is set. The driving information specifying unit 110 extracts nine driving information (four for the car A, three for the car B, and two for the car C) surrounded by the vehicle specifying position range 92 in FIG. The traveling information specifying unit 110 sets a vehicle specifying time range “15:02:32 to 15:02:48” centered on the selected approach time “15:02:40”. Since the measurement times of the nine pieces of extracted travel information are all within the vehicle specification time range “15:02:32 to 15:02:48”, the travel information specifying unit 110 stores the nine pieces of travel information. Identify. The travel information identification unit 110 identifies the vehicle IDs of the cars A, B, and C included in the nine identified travel information as candidate vehicle IDs.

  The traveling information specifying unit 110 sets a speed calculation position range 94 having a size of about 1 km centered on the position 90 of the traffic signal, and a speed calculation time centered on the selected approach time “15:02:40”. The range “14:52:40 to 15:12:40” is set. The traveling information specifying unit 110 extracts nine, thirteen, and thirteen pieces of traveling information surrounded by the speed calculation position range 94 in FIG. 6 for each of the automobile A, the automobile B, and the automobile C. Further, the travel information specifying unit 110 discards the travel information extracted for the car A because the road type of the inter-intersection link L38 and the road type of the inter-intersection link L40 are different for the car A.

  Returning to FIG. 4, the travel distance calculation unit 112 determines, based on the travel information specified by the travel information specifying unit 110, for each candidate vehicle ID until it stops next after the car enters the link between the selected intersections in the selected approach direction. Calculate the distance. More specifically, the mileage calculation unit 112 identifies the stop-intersection link corresponding to the position where the vehicle stopped next after entering the selected inter-intersection link in the selected approach direction. The travel distance calculation unit 112 includes a stop detection unit 122, an NS speed calculation unit 124, and an NS speed registration unit 126.

  Based on the travel information extracted by the travel information specifying unit 110 for the candidate vehicle ID, the stop detection unit 122 stays for a predetermined period or longer in the stop position range of a predetermined size. It is determined whether or not. When it is determined that the vehicle has stopped, the stop detection unit 122 regards the vehicle as having stopped within the stop position range, and specifies the cross-intersection link corresponding to the stop position range as the stop-intersection link.

  The stop detection unit 122 is different from the link between the selected intersections after the vehicle specified by the candidate vehicle ID enters the link between the selected intersections based on the travel information extracted by the travel information specifying unit 110 for the candidate vehicle ID. It is determined whether or not the vehicle has entered an inter-intersection link belonging to the road type. When it is determined that the stop detection unit 122 has entered an inter-intersection link belonging to another road type, the stop detection unit 122 regards that the car has stopped before entering the inter-intersection link belonging to the other road type. The cross-intersection link that the vehicle has passed immediately before the cross-intersection link belonging to the road type is specified as the stop inter-intersection link.

  FIG. 7 is a flowchart illustrating an example of a series of processes in the stop detection unit 122. The stop detection unit 122 sorts the travel information extracted by the travel information specifying unit 110 for the candidate vehicle IDs with respect to the measurement times, and calculates the distance between the measurement positions in ascending order of the measurement times (S202). The stop detection unit 122 determines whether or not the road types of the links between the intersections to which the two measurement positions related to the distance calculation belong are the same (S204). When the road types are different (N in S204), the stop detection unit 122 identifies the link between the intersections to which the older measurement position among the two measurement positions related to the distance calculation belongs as the link between the stop intersections (S206).

  When the road types are the same (Y in S204), the stop detection unit 122 compares the calculated distance with a predetermined error equivalent distance (S208). If the calculated distance is smaller (Y in S208), the stop detection unit 122 registers two measurement positions related to the distance calculation in a temporary holding unit (not shown) (S210). In addition, the stop detection unit 122 increments the number of detections that is a parameter for detecting the stop of the automobile (S212), and returns the process to step S202. For example, the stop detection unit 122 initially sets the detection number from 0 to 2, and thereafter increases the detection number by one.

  When the calculated distance is larger or equal to the error equivalent distance (N in S208) as a result of the comparison in step S208, the stop detection unit 122 compares the number of detections at that time with the predetermined threshold detection number. (S214). When the detection number is smaller than or equal to the threshold detection number (N in S214), the stop detection unit 122 returns the detection number to 0 and returns the process to step S202.

When the detection number is larger than the threshold detection number (Y in S214), the stop detection unit 122 calculates the average position of the measurement positions held in the temporary holding unit as the reference position. The stop detection unit 122 identifies the link between the intersections to which the calculated reference position belongs as the link between the stop intersections (S206).
The error equivalent distance may be set to a value corresponding to the magnitude of the error assumed for the measurement position, and may be determined based on, for example, a GPS error.

  Returning to FIG. 4, the NS speed calculation unit 124 determines whether or not there is at least one cross-intersection link between the selected cross-intersection link and the identified stop inter-intersection link. When it is determined that the NS speed calculation unit 124 does not exist, the NS speed calculation unit 124 discards the candidate vehicle ID related to the determination and the travel information extracted for the candidate vehicle ID.

  When it is determined that the NS speed calculation unit 124 is present, the NS speed calculation unit 124 specifies an inter-intersection link from the selected inter-intersection link to the inter-intersection link two previous to the stop inter-intersection link. The NS speed calculation unit 124 calculates the average speed of the automobile specified by the candidate vehicle ID in each specified link between intersections, and sets it as a set of NS speeds. This average speed is calculated in particular by (the length of the link between intersections) / (the time required for the vehicle to pass). The NS speed calculation unit 124 may acquire the length of the link between intersections from the map information holding unit 114. In addition, the NS speed calculation unit 124 may obtain the time required for passing the automobile from the measurement time.

  The NS speed calculation unit 124 acquires the legal speed limit set for the link between intersections corresponding to the calculated NS speed from the map information holding unit 114. When the calculated NS speed exceeds the acquired speed limit, the NS speed calculation unit 124 discards the NS speed. Alternatively, the NS speed calculation unit 124 gives warning information to the NS speed. In other words, the NS speed calculation unit 124 performs processing for leaving such NS speed as a value but not for the user.

The NS speed registration unit 126 associates the link between the stop intersections specified by the stop detection unit 122 for the candidate vehicle ID with the NS speed set calculated by the NS speed calculation unit 124 in association with the NS speed holding unit 138. sign up.
The stop detection unit 122, the NS speed calculation unit 124, and the NS speed registration unit 126 repeat the above process for all candidate vehicle IDs.

  FIG. 8 is a data structure diagram illustrating an example of the NS speed holding unit 138. The NS speed holding unit 138 sets the candidate vehicle ID, the link ID between the stop intersections that specifies the link between the stop intersections, and the link between each intersection from the link between the selected intersections to the link between the two intersections before the link between the stop intersections. The NS speed calculated for this is stored in association with each other. The NS speed holding unit 138 shown in FIG. 8 corresponds to FIG. 3, and the link between the selected intersections is the link between the intersections identified by the link ID “A” between the intersections, the selected day of the week is Tuesday, and the selected entry time is This corresponds to the case of 15:00:00, and the selected approach direction is the approach direction from one side.

  Returning to FIG. 4, the recommended vehicle identification unit 118 identifies the candidate vehicle ID having the longest distance calculated by the travel distance calculation unit 112 from the candidate vehicle IDs as the recommended vehicle ID. More specifically, the recommended vehicle identification unit 118 refers to the NS speed holding unit 138 and identifies the candidate vehicle ID associated with the stop intersection link farthest from the selected intersection link as the recommended vehicle ID.

  The recommended automobile specifying unit 118 extracts the NS speed set corresponding to the specified recommended vehicle ID from the NS speed holding unit 138 as a recommended NS speed set. The recommended vehicle identification unit 118 registers the set of extracted recommended NS speeds in the recommended NS speed holding unit 108 in association with the set of (selected day of the week, selected approach time, link between selected intersections, selected approach direction).

  FIG. 9 is a data structure diagram illustrating an example of the recommended NS speed holding unit 108. The recommended NS speed holding unit 108 holds a day of the week, an approach time, an inter-intersection link ID, an approach direction, and a set of recommended NS speeds in association with each other. The set of recommended NS speeds includes the recommended NS speed in the link between the intersections specified by the link ID between the intersections and the recommended NS speed in the link between the intersections specified by the link ID between the intersections. If specified, the recommended NS speed is stored in association with each other. In FIG. 9, the direction of entry is specified as up / down.

  The recommended NS speed holding unit 108 stops the car that has been fortunate among the cars that have entered the link between the intersections at a certain approach time on a certain day of the week, that is, the car that has been able to pass nonstop to the farthest distance. It can be said that the traveling speeds at the links between the intersections are maintained. Therefore, in the future, if a vehicle that enters the cross-intersection link in that direction at that approach time of the day of the week adopts this travel speed, there is a higher possibility that it can pass non-stop farther.

  Returning to FIG. 4, the support information generation unit 106 generates driving support information with reference to the recommended NS speed holding unit 108, and provides the driving support information to the vehicle-mounted device via the network 20. The driving assistance information may be route information for car navigation generated based on the recommended NS speed, or may be the recommended NS speed itself. The support information generation unit 106 includes a route generation unit 134 and a support information transmission unit 136.

  When the route generation unit 134 receives a route request from the vehicle-mounted device via the network 20, the route generation unit 134 corresponds to the link between the intersections between the departure point and the destination from the recommended NS speeds held in the recommended NS speed holding unit 108. To obtain the recommended NS speed. The route generation unit 134 generates an NS route that is an optimal route when it is determined based on the acquired recommended NS speed.

  FIG. 10 is an explanatory diagram for explaining NS route generation processing in the route generation unit 134. In FIG. 10, four two-lane roads 62, 64, 66, 68 along the vertical direction in FIG. 10 between the starting position 50 and the destination position 52 included in the received route request. And four two-lane roads 70, 72, 74, and 76 along the horizontal direction in FIG. 10 are provided. The road types of the two-lane roads are all different. In the following description, it is assumed that the recommended NS speed holding unit 108 holds the recommended NS speed up to a sufficiently far connection destination corresponding to each of the day of the week, the approach time, the link ID between intersections, and the approach direction.

  The route generation unit 134 extracts the departure location 50 and departure time, for example, 10:20:30 on Tuesday, from the received route request. The route generation unit 134 specifies the inter-intersection link L20 corresponding to the extracted departure point position 50, and specifies the upward direction in the vertical direction as the direction of entry. The route generation unit 134 specifies Tuesday as the day of the week corresponding to the extracted departure time, and 10:20:30 as the entry time corresponding to the extracted departure time. The route generation unit 134 sets a set of recommended NS speeds corresponding to the identified cross-intersection link (L20), the direction of entry (upward and downward), the day of the week (Tuesday), and the entry time (10:20:30). Extracted from the recommended NS speed holding unit 108. In particular, it is assumed that the recommended NS speed “40 km / hour” is extracted and assigned corresponding to the inter-intersection link L20. Further, it is assumed that the recommended NS speeds “40 km / hour” and “40 km / hour” are extracted and assigned to each of the inter-intersection links L22 and L24 that belong to the same road type as the inter-intersection link L20 and are connected to the inter-intersection link L20. .

  Next, the route generation unit 134 obtains a recommended NS speed for the two-lane road 72 in the left-right direction that intersects the two-lane road 62 in the vertical direction at the intersection 78. First, the route generation unit 134 calculates the predicted travel time of the inter-intersection link L20 by dividing the length of the inter-intersection link L20 by the recommended NS speed “40 km / hour”. The route generation unit 134 calculates the predicted approach time to the inter-intersection link L26 by adding the predicted travel time calculated to the entry time specified corresponding to the departure time. Here, since the inter-intersection link L26 is an inter-intersection link immediately after the road type change, the recommended NS speed is not assigned. The route generation unit 134 divides the length of the inter-intersection link L26 by “50 km / hour”, which is the current travel speed (which is the speed at which the vehicle is actually traveling on the route and can be acquired from the probe vehicle in real time). Thus, the predicted travel time of the inter-intersection link L26 is calculated. The route generation unit 134 calculates the predicted approach time to the next inter-intersection link L28 by adding the predicted travel time of the inter-intersection link L26 calculated to the predicted approach time to the inter-intersection link L26.

  For example, assuming that the length of the link L20 between intersections = 400 m and the length of the link L26 between intersections = 500 m, the predicted approach time to the link L28 between intersections is the link L20 between intersections at 10:20:30, which is the entry time. The estimated travel time of 36 seconds and the predicted travel time of the inter-intersection link L26 of 36 seconds are calculated as 10:21:42.

The route generation unit 134 recommends NS corresponding to the cross-intersection link (L28), the approach direction (rightward in the left-right direction), the day of the week (Tuesday), and the predicted approach time (10:21:42) to the inter-intersection link L28. The speed is extracted from the recommended NS speed holding unit 108. In particular, it is assumed that the recommended NS speed “35 km / hour” is extracted and assigned corresponding to the inter-intersection link L28. Further, it is assumed that the recommended NS speed “35 km / hour” is extracted and assigned to the inter-intersection link L30 belonging to the same road type as the inter-intersection link L28 and connected to the inter-intersection link L28.
The route generation unit 134 similarly obtains the recommended NS speed for the two-lane roads 74 and 76 in the left-right direction that intersect at the intersections 80 and 82 with the two-lane road 62 in the vertical direction.

  It is recommended that the inter-intersection links L32 and L34 included in the vertical two-lane road 68 that intersect the left and right two-lane roads 72 and 74 at the intersections 84 and 86 are the links between the intersections immediately after the road type change. NS speed is not assigned.

In addition, the route generation unit 134 assigns a travel speed corresponding to the departure time to each cross-intersection link.
In this way, the route generation unit 134 assigns a travel speed and, if possible, a recommended NS speed to each inter-intersection link between the departure point and the destination. FIG. 10 shows the current travel speed and the recommended NS speed for each inter-intersection link.

  The route generation unit 134 generates the fastest route from the travel speed assigned to each inter-intersection link, and generates the NS route from the recommended NS speed assigned to each inter-intersection link. The route generation unit 134 generates route information including the fastest route, NS route, travel speed, and recommended NS speed.

  The fastest route is a combination of routes with the fastest travel speed, and is, for example, a route indicated by a one-dot chain line in FIG. However, in order to simplify the explanation here, the time for turning the intersection is assumed to be zero. For selecting the fastest route, a known route creation technique in car navigation may be used.

  The NS route is a combination of routes having the earliest recommended NS speed among those whose recommended NS speed is lower than the current travel speed. For example, the NS route is a route indicated by a broken line in FIG. In FIG. 10, the recommended NS speed in the second inter-intersection link L28 from the bottom is “35 km / hour”, but the recommended NS speed in the third inter-intersection link L36 from the bottom is “40 km / hour”. Since it is larger than the recommended NS speed in the inter-intersection link L28, the second two-lane road 74 from the bottom is selected as a part of the NS route.

  For the NS route, it will take more time than the fastest route if you accumulate the travel time of each road link, but it is highly possible that you can drive non-stop at the intersection, so it is more likely that you will reach the destination sooner than the fastest route .

  Returning to FIG. 4, the support information transmission unit 136 transmits the route information generated by the route generation unit 134 to the in-vehicle device that is the transmission source of the route request via the network 20.

  The support information generation unit 106 may provide the recommended NS speed to the vehicle-mounted device when the car navigation function of the vehicle-mounted device mounted on the vehicle is performing route guidance. That is, the support information generation unit 106 acquires information including the current time, the current position, and the route selected by the vehicle driver from the vehicle-mounted device. In the acquired route, the support information generation unit 106 determines to what extent the inter-intersection link that belongs to the same road type as the inter-intersection link on which the vehicle is currently traveling. For example, the support information generation unit 106 specifies the link between the intersections immediately before the road type is changed due to a right or left turn or the like as the link between the intersections immediately before the change when following the acquired route.

  The support information generation unit 106 specifies the link between intersections corresponding to the current position of the vehicle and the direction of entry. The support information generation unit 106 estimates the time at which the vehicle has entered the current inter-intersection link from the current time and the travel information immediately before the vehicle. The support information generation unit 106 specifies the day of the week and the entry time corresponding to the estimated time. The support information generation unit 106 extracts from the recommended NS speed holding unit 108 a set of recommended NS speeds corresponding to the identified inter-intersection link, approach direction, day of the week, and approach time. The support information generation unit 106 transmits information on the recommended NS speed extracted for each inter-intersection link from the current inter-intersection link to the link just before the change to the on-vehicle device via the network 20. The on-vehicle device displays the received recommended NS speed on the navigation screen or conveys it by voice.

  Alternatively, the support information generation unit 106 may transmit information on the recommended NS speed to a portable car navigation system, a smartphone, a mobile phone, or the like, and display the recommended NS speed on the screen or convey it by voice. The support information generation unit 106 may provide a recommended NS speed at the link between the intersections of the route when the vehicle turns right or left.

  In addition, when the car navigation function of the vehicle-mounted device mounted on the vehicle does not provide route guidance but displays the vehicle position, the support information generation unit 106 displays the recommended NS speed corresponding to the vehicle position on the vehicle. May be provided to the vessel.

  In the above-described embodiment, examples of the holding unit are a hard disk and a memory. Based on the description in this specification, each unit is realized by a CPU (not shown), an installed application program module, a system program module, a memory that temporarily stores the contents of data read from the hard disk, and the like. It is understood by those skilled in the art who have touched this specification that they can do this.

The operation of the travel information computing device 100 having the above configuration will be described.
FIG. 11 is a flowchart illustrating an example of a series of processes in the car navigation system 2. The travel information computing device 100 collects travel information from the vehicle-mounted device via the network 20 (S302). The travel information calculation device 100 calculates a recommended NS speed based on the collected travel information (S304) and registers it in the recommended NS speed holding unit. The on-vehicle device of the automobile generates a route request (S306) and transmits it to the travel information computing device 100 via the network 20. The travel information computing device 100 receives the route request (S308). The travel information computing device 100 generates an NS route in response to receiving the route request (S310), and transmits route information including the NS route to the vehicle-mounted device via the network 20 (S312).

  According to travel information calculation apparatus 100 according to the present embodiment, travel information is collected and stored from the automobile, and a recommended NS speed is calculated based on the stored travel information. Then, driving support information for supporting driving of the car is generated using the recommended NS speed and provided to the driver. Therefore, when the driver travels according to the recommended NS speed, the possibility of traveling non-stop at the intersection increases. Thereby, for example, the fuel efficiency of an automobile is improved. As a result, the driver's expense can be reduced and the load on the global environment can be reduced.

  In particular, an NS route optimized for a recommended NS speed in car navigation can be provided. As a result, the driver who selects the NS route and travels accordingly travels on the same traveling conditions as the traveling condition of the car that has passed non-stop in the past on each route included in the NS route. There is a high possibility of passing through each route efficiently.

  In addition, in the travel information calculation device 100 according to the present embodiment, when a plurality of NS speeds can be calculated for a certain cross-intersection link and entry time, the non-stop passage is made farther from the cross-intersection link as a starting point. The NS speed of the completed car is adopted as the recommended NS speed. As a result, the NS speed obtained from a car that is more “lucky” is adopted, and in the future, the possibility that a car traveling according to the recommended NS speed can pass more intersections non-stop is increased.

  Moreover, in the travel information computing device 100 according to the present embodiment, a position range that is large enough to absorb the GPS positioning error is provided, and when the measurement position is continuously detected within the position range, the position range is detected. Detect as a car stop. Thereby, even if the accuracy of GPS is low, the stop of the automobile can be detected sufficiently accurately. In other words, a car navigation system 2 with a wider application range that is not limited by the accuracy of GPS is provided.

  Further, NS speed exceeding the speed limit is basically not used, and further, the driver does not get impatient so as not to be caught by a red light, and thus safe driving can be promoted.

  Heretofore, the configuration and operation of the travel information calculation apparatus 100 according to the embodiment have been described. This embodiment is an exemplification, and it is understood by those skilled in the art that various modifications can be made to each component and combination of processes, and such modifications are within the scope of the present invention.

  In the embodiment, the case where the vehicle-mounted device of the automobile transmits the route request and receives the route information according to the request has been described. However, the present invention is not limited to this, and the vehicle-mounted device of the vehicle has The vehicle-mounted device may receive the information and generate the NS route based on the received recommended NS speed information.

  In the embodiment, the case where the state in which the traffic light is in red is adopted as the state in which the traffic signal presents the stop instruction to the automobile is not limited to this, but the traffic light presents the stop instruction to the vehicle. The state may vary depending on, for example, the laws and regulations of each country.

  In the embodiment, the recommended automobile identification unit 118 has described the case where the candidate vehicle ID having the longest distance calculated by the travel distance calculation unit 112 is identified as the recommended vehicle ID from among the candidate vehicle IDs. Instead, the recommended vehicle identification unit may identify a candidate vehicle ID having a distance calculated by the travel distance calculation unit 112 that is greater than a predetermined reference distance from the candidate vehicle IDs as the recommended vehicle ID. The reference distance may be the second largest distance, or may be an average value of distances calculated by the travel distance calculation unit 112.

  2 Car navigation system, 20 network, 100 driving information calculation device, 102 driving information acquisition unit, 104 recommended NS speed calculation unit, 106 support information generation unit, 108 recommended NS speed holding unit, 114 map information holding unit, 116 driving information holding 138 NS speed holding unit.

Claims (7)

A travel information acquisition unit that acquires travel information including a measured position of the vehicle and a measurement time from a communication device mounted on the vehicle via a network;
Based on the travel information acquired by the travel information acquisition unit, a vehicle that has entered from the first traffic light side into the inter-intersection link defined as a road portion between the first traffic light and the next second traffic signal. A speed calculator that calculates a non-stop speed, which is a speed that can pass through the next second traffic light without receiving an instruction to stop;
A support information generator that generates driving support information based on the non-stop speed calculated by the speed calculator;
A travel information specifying unit for specifying the travel information of the vehicle that has entered the inter-intersection link from the first traffic light side based on the position of the first traffic light from the travel information acquired by the travel information acquiring unit;
From the travel information specified by the travel information specifying unit, a travel distance calculating unit that calculates the distance until the vehicle stops next after entering the inter-intersection link;
A vehicle identification unit that identifies a vehicle having a distance calculated by the travel distance calculation unit that is greater than a predetermined reference distance;
The driving information calculation device, wherein the support information generation unit generates driving support information based on a non-stop speed calculated by the speed calculation unit for the vehicle specified by the vehicle specifying unit . The mileage calculation unit enters an inter-intersection link belonging to another road type when the vehicle enters an inter-intersection link and then enters an inter-intersection link belonging to a different road type from the cross-intersection link. travel information calculation apparatus according to claim 1, characterized in that considered as the vehicle is stopped before. The travel information calculation device according to claim 1 or 2 , wherein the travel distance calculation unit considers that the vehicle has stopped when the vehicle remains within a predetermined position range for a predetermined period or longer. When the support information generation unit receives the designation of the departure point and the destination, the non-stop corresponding to the link between the intersections between the departure point and the destination is selected from the non-stop speeds calculated by the speed calculation unit. The travel information calculation device according to any one of claims 1 to 3, wherein a speed information is acquired and route information in car navigation is generated based on the acquired non-stop speed. The speed calculation unit according to any one of claims 1 to 4 , wherein when the calculated non-stop speed exceeds a legal speed limit, the speed calculation unit performs a predetermined discarding process on the non-stop speed. Travel information calculation device. Obtaining travel information including a measured position of the vehicle and a measurement time from a communication device mounted on the vehicle via a network;
Based on the acquired traveling information, a vehicle that has entered the inter-intersection link defined as a road portion between the first traffic light and the next second traffic light from the first traffic light side is the next second traffic light. A step of calculating a non-stop speed that is a speed that can be passed without receiving a stop instruction,
Generating driving support information based on the calculated non-stop speed;
Identifying the travel information of the vehicle that has entered the inter-intersection link from the first traffic light side based on the position of the first traffic light from the acquired travel information;
Calculating the distance from the identified travel information until the vehicle stops next after entering the cross-intersection link;
Identifying a vehicle whose calculated distance is greater than a predetermined reference distance,
The step of generating driving support information includes a step of generating driving support information based on a non-stop speed calculated for the identified vehicle . A function of acquiring travel information including a measured position of the vehicle and a measurement time from a communication device mounted on the vehicle via a network;
Based on the acquired traveling information, a vehicle that has entered the inter-intersection link defined as a road portion between the first traffic light and the next second traffic light from the first traffic light side is the next second traffic light. A function to calculate the non-stop speed, which is the speed that can be passed without receiving a stop instruction,
A function of generating driving support information based on the calculated non-stop speed;
A function of identifying the travel information of the vehicle that has entered the inter-intersection link from the first traffic light side based on the position of the first traffic light from the acquired travel information;
A function that calculates the distance from the specified travel information until the vehicle stops next after entering the inter-intersection link,
A computer that realizes a function of identifying a vehicle having a calculated distance greater than a predetermined reference distance ;
The function of generating the driving support information includes a function of generating driving support information based on the non-stop speed calculated for the specified vehicle .

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